Engine governor



M. MALLORY ENGINE GOVERNOR June 21, 1949.

Filed June 9, 1945 INVENTOR. Mar/on Mal/or VIA on the atmospheric side of valve 5.

Patented June 21, 1949 UNITED STATES PATENT OFFICE Application June 9, 1945, 'SeriaI No. 598,562

4 Claims. (01.123-103) This invention relates to a speed governor for an internal combustion engine.

It is the object of this invention to produce a governor for controlling the speed of an internal combustion engine which is of very simple structure, and eflicient in operation.

Fig. -1 is a top plan view of my governor.

Fig. 2 is a side elevation partly in section of my governor taken along the line 2-2 of Fig. 1.

Fig. 3 shows a modified form of my governor.

Fig. 4 shows a second modified form of my governor.

My governor comprises the following parts: governor housing I having an inlet 2 and an outlet 3 to the engine intake manifold, intake passageway 4, throttle valve 5 of the butterfly type, valve shaft 6, arm I on shaft 6, connecting rod 8 connecting crank I with flexible diaphragm 9, tension spring l connected at one end to rod 8 and at the other end to anchor post ll, suction device l2, suction chamber [3, atmosphere chamber i4, orifice I and orifice IS in intake passageway 4, conduit l1, branch conduit 88 and branch conduit l9 connecting orifice I6 with suction chamber l3, branch conduit 26,

, the engine will slow down somewhat and there branch conduit 2| connecting orifice l5 into conduit I1, needle valve 22 having a screw fit inbore 23 as at 24 and needle valve 25 having a screw fit in bore 26 as at 21. Needle valve 22 controls the communication between orifice i5 30 and suction chamber I3 and needle valve 25 controls communication between orifice l6 and suction chamber l3.

The outer end of conduit I! can be closed by a fitting 28, but since my governor can be used with the engine driven centrifugally unbalanced valve air bleed mechanism shown in my copending application Serial No. 466,961, filed November 25, 1942, now Patent 2,381,550, issued August 7,

1945, I have shown conduit 29 for connecting conand I8 are located in the high suction zone on the engine side of valve 5, but as valve 5 moves toward open position orifice l6 becomes located Assuming that the governor is set to govern the engine at 3000 R. P. M. and the engine is running at its governed speed with no load, valve 5 will be in the position shown in Fig. 2, that is, almost closed, and orifice l6 will be in the high suction zone which imposes high suction on the suction de- 2 9. As soon as the load is applied to the engine,

will be a slight drop in the vacuum in the intake passageway between the governor valve and engine. As the vacuum in the intake passageway on the engine side of valve 5 falls so will the vacuum in suction chamber l3 fall and consequently tension spring [0 will start to move valve 5 toward an open position and orifice IE will pass to the atmosphere side of valve 5 and serve as an air bleed to suction chamber l3 which rapidly reduces the vacuum in chamber l3 and causes the governor valve to open rapidly.- This will admit more charge .to the engine and the engine will again return to its governed speed.

The fiuid flow through intake passageway 2 by orifices l5 and I 6 will establish sufiicient vacuum in chamber I3 to start valve 5 to close whenever the engine tends to exceed its governed speed as the load is varied. Further, orifice i5 is always on the engine side of valve 5 and benefits by the Venturi action or velocity effect created by the flow of motive fluid through the vacuum or the eifective air bleeding of chamber l3 through orifice It can be regulated by adjusting valve 25.

It will also be noted that orifice l 6 is positionedwith respect to the right hand portion of valve 5 so that valve 5 in opening and closing, as it approaches and becomes opposite orifice [6, cooperates with the wall of the intake passageway to speed up the flow of fluid by orifice l6 and create a Venturi efiect.

In the modified form of my governor conduit 11, instead of being closed by fitting 28, is connected by conduit 29 to a centrifugally unbalanced valve air bleed mechanism. This mechanism comprises valve housing 30 on engine driven distributor shaft 3|, air bleed orifice 32, centrifugally unbalanced valve 33, tension spring 34 tending to hold said valve open, bypass passageway 35, T passageway 36, and circumferential passageway 31 communicating with conduit 29, outlet 40 to atmosphere in distributor housing M.

The operation of my governor is as follows: Assuming the engine is started under no load, valve 5 will be wide open and the engine will accelerate to its governed speed whereupon centrifugally unbalanced valve 33 will close orifice 32 and thereby cut of! the air bleed to chamvice, that is, in chamber 13 and on diaphragm her l3 so that the velocity of the motive fluid aavasov 3 by orifices II and II will create a vacuum in chamber ll causing diaphragm I to move valve I toward closed position tocut down the charge to the engine so that it will not overrun its governed speed. In passing from open to partly closed position valve I will swing by orifice it and cause orifice II to function in the manner above described with respect to the principal form of the invention. Centrifugal valve it closes against the intake passageway suction. As throttle moves toward closed position to throttle the charge, the engine will slowdown slightly and valve 33 will open slightly and ride the vacuum to thereby vary the 'efiective opening of air bleed opening 32 sufiiciently to maintain proper pressure conditions in chamber 33 so that diaphragm s will respond to open or close throttle valve 5 to vary the charge to the engine to maintain the governed speed under varying load conditions.

Orifice It can be located slightly above (Fig. 4) or in line with the right hand portion or tip of throttle 5 when in idle or in substantially closed position because the suction on this orifice will increase when the valvemoves toward closed position owing to the fact that the air velocity by the valve increases as it moves toward closed position. In other words, since the air velocity is always high around the valve tip, there will be a high suction on any orifice placed close to the throttle valve tip when the throttle valve is nearly closed. As valve 5 moves toward closed position the right hand tip of throttle valve 5 (Fig. 2) moves toward orifice I I and the suction at orifice it increases due to this Venturi effect and as valve 5 opens the right hand tip of valve 5 moves away from orifice l8 and the Venturi effect and the suction created thereby decreases. Consequently, this rise in suction accelerates the closing of valve 5 and the fall in suction accelerates the opening of valve 5 thus avoiding any substantial surging of the engine speed. It is this quick response of throttle valve l'as'the engine approaches or falls away from its governed speed which maintains the engine at its governed speed without any substantial variation. It throttle valve 5 were sluggish in responding to variations in engine speed, then the engine speed might rise or fall several hundred revolutions per minute above or below the governed speed as the load on the engine were varied. My governor obviates this undesirable feature.

I claim:

1. A governor for an internal combustion engine having an intake passageway, a throttle valve in said passageway for controlling the flow of motive fluid to said engine, a pressure actuated device responsive to changes in pressure in the intake passageway, a connection between said pressure actuated device and said throttle valve whereby as the pressure falls in said pressure actuated device the device tends to move said throttle valve toward closed position, first and second orifices in the intake passageway on the engine side of said throttle valve when in nearly closed position, said orifices communicating with said pressure actuated device, the second of said orifices being positioned adjacent the throttle valve whereby as the throttle valve opens, the second orifice passes on to the atmosphere side of said throttle valve and tends to serve as an air bleed orifice to said pressure actuated device, resilient means tending to open said throttle valve, a third orifice constituting an air bleed for said pressure actuated device, a valve centrifugally controlled in acv 4 cordance with engine speed for controlling said third air bleed orifice, said centrifugal valve tending to close said third orifice at a predetermined engine speed whereby said pressure actuated device responds to intake passageway pressure and moves said governor valve toward closet! position. 2. A governor for an internal combustion engine having an intake passageway, a throttle valve in said passageway for controlling the fiow oi! motive fiuid to said en ne, a pressure actuated device responsive to changes in pressure in the intake passageway, a connection between said pressure actuated device and said throttle valve whereby as the pressure falls in said pressure actuated device the device tends to move said throttle valve toward closed position, first and second orifices in the intake passageway on the engine side of said throttle valve when in nearly closed-position, said orifices communicating with said pressure actuated device, the second or said orifices being positioned adjacent the throttle valve whereby as the throttle. valve opens, the second orifice passes on to the atmosphere side of said throttle valve and tends to serve as an air bleed orifice to said pressure actuated device, resilient means tending to open said throttle valve, a valve housing rotated in accordance with the speed 01' the engine and having a port to atmosphere, a conduit connecting the pressure actuated device with said valve housing, and a centrifugally unbalanced valve mounted in said housing for radial movement toward and away from the axis of rotation of said housing and tending to close said port to atmosphere whenever the engine attains its governed speed whereby the pressure actuated device responds to move said governor valve toward closed position, and resilient means tending to hold said valve open in opposition to the centrifugal force which moves the valve toward closed position as the engine attains its governed speed.

3. A governor for an internal combustion engine having an intake passageway, a. throttle valve in said passageway for controlling the flow of motive fluid to said engine, a pressure actuated device having a vacuum chamber and responsive to changes in pressure in the intake passageway, a connection between said pressure actuated device and said throttle valve whereby the pressure actuated device imparts movement to said valve. first and second orifices in the intake passageway and positioned on opposite sides of the axis of pivoting of said valve, said orifices communicating with the vacuum chamber of said pressure actuated device, the first orifice remaining on the engine side of said throttle valve at all times and the second orifice being positioned adjacent to the tip of the throttle valve when in idle position whereby as the throttle valve moves toward idle position the air velocity by said second orifice and the suction created on said second orifice thereby, increase and whereby when the throttle valve is opened from idle position the second orifice is on the atmosphere side of said throttle valve and tends to serve as an air bleed to said pressure actuated device thereby assisting in the opening of said throttle valve, and resilient means tending to open said throttle valve,

a third orifice constituting an air bleed for the vacuum chamber of said pressure actuated device, a valve centrifugally controlled in accordance with engine speed for controlling said third air bleed orifice, said centrifugal valve tending to close said third orifice whenever the engine attains its governed speed whereb said pressure actuated device responds to intake passageway pressure and moves said governor valve toward closed position.

4. The governor claimed in claim 3 wherein said second orifl'ce remains on the atmosphere side of the throttle valve at all positions of the 10 The tollowing refer-ensues are of record in the flle of this patent:

Number Number 6 UNITED STATES PATENTS Name Date Mallory Feb. 6, 1945 Ruby Oct. 8, 1946 FOREIGN PATENTS Country Date France Mar. 12, 1936 

